Train control



C. S. BUSHNELL TRAIN CONTROL Filed Maron 17. 1922 Feb. 25, 1930,

l Hm vm mm m rmr mm) m NN om mm` mb mm Nw,

om :l lhmL m E NToR Man/ l 3Y :Q ATTORNEY i f se .Patented Fea-25,1930

y laisse?- crIAnIgEs' s. Busnivnnn, tor ROCHESTER, NEW Yoan, Assiettes fro w'cnnmaar'.fitnlnv'viir i? sleuven coivi'rAivY, crearne, new YORKA rRArN' conirnon Application' med ria'rch' 17, 1922.1v lsnaai' No. 544,561.

invention relatesfto `automatic train control systems, and more Y* particularly yto suchv systems characterized .by the communication of the control impulses-orxiniuences4 strom the trackvvay intermittently at separate.

control points along the track Incertain types Yof brake control apparatus employed in connection with automaticftrain control systems for regulatingftrfain lmove-` n 19 ment, some formty 'of restrictionv uponI the movement of the train is initiated or ,Set up Whenever/danger conditions yeinst and it' 1s desi-red to compelthe train toslovvr'down,

/ such Vrestriction persisting or continui-ng un 1s til proper ,for the vtrain to resume its normal running speed. For example, 'the `brakes of the locomotive or other vehiclemay be governed'by the cooperation of vaspeed responsive device and 'a changeable permissive 20 speeddev-ice, these devices cooperating, When.

initiated or placed in condition-for, operation,

tocause an automaticr brake application unf` Vless the vehicle' maintains' speedsless than certain successively lower permissive speeds A.2.5 prescribed bythe permissive :speed device;

L orthe automaticbrake yapplication, may be' Jde.-Y

' Vpendent on pressure responsive' devicesgasso`fA lciatedWith. the .air brake equipment and 'manifesting Whether ornot the brakes are ap-.i

30 plied; or vthe automaticy brake application may bedependenjt upon the position or con'- dition of some other means manifesting that the train is, or is not, fbeing` controlled in the manner Y desired, andthat a .brake"application the 'typeabove indicated,wvhich maybe said .tol be cyclic in' their nature, it becomes desira 40, ble to provide, not only 1an initiatory or starting influencey from 'the'trackway dependent upon-'trafiic conditions,.but also aV lsuitable restoring or resetting iniiuence,

desi-red restrictions imposed upon vit by the nism, untilfit, is safeto do so;`

should or should not,'be automatically made. .F or the properl control of such systemsl of yvention will be pointed out as the description e v ``ee- In 1311 ELCCQmPanyr g drawings, Figure 1f The 'control' impulses or influencesv from` continuedactivity 0f the .train control'mecha "y the trackvvay to 'the-moving vehicle, menl i tioned ab ove,;are KV preferably vproduced inductivelyi, that is', through an Zintervening air iss;

' gapand Without physical Contact; and forv the-proper andfsafe controlfof V'afcycilic type oftrain control mechanismthe initiating and resetting iniiuences should-be oftvvov distincey tive f characters..VV Also, the initiating or on, the sideofsjafety; Whereas the means pro-y `knockdown` influence communicating means l should yberconstructed on ytl'lrclosed Circuit viding the vpick-up or" resettingy influence, i

vsuch-iniiuencefbeing a favorable controlallovvin-gthetrain to'resume speed, should lbe 'constructed on the ,open circuit principle,

that is, suchfthatfany failure ofthe; battery, breakagelof Wires, andthe like will prevent,

rather .thancausethe communication of thev 'i resetting innuence. ,c .l

nfaddition Eto the requisites abovev noted,y for practical operation it isldesirable to make provision such that `the locomotive,l vmotor car-cr yother vehicle may .be properly con. trolled when travelingeitherend ahead in the normal direction of trafficand not controlled .when runningaeitherend ahead opposite to the normal direction of traiiic.` f

Generally`speaking,.the primary objectsy and purposes of the present invention are vto. v.provide a systemof intermittent inductive influence communicating means conformi-ngV with and-meeting the requirements above `in.-

dicated; and various specific objects,advan tages, and characteristifcV features 'of the inf progresses. Y

shows in a simplified and diagrammatic mani ner a typic'alblcck signal system,together,dif*V A With the' track devicesl and circuitsconstitut-v ing-one embodiment of the invention; and-'jV Fig; 2 is-.a diagrammatic ,and-simplified" vie-iv ofA car-.apparatus conforming with. thev lar construction and arrangement of parts preferably employed in practice.

Track equipment-t is contemplated that the train control system of this invention will be used as a supplement vor as an adjunct to some suitable form of automatic, or manually controlled `block signal system; and While the system may be used without such trackway signals, there has been selected for ie illustration in Fig. l, the application of the Vtrain control system to a simple automatic block signal system. V1Various arrangements of trackway circuits for providing the desired control of block signals are well-known,

and it should be understood that th-e arrangement shown in Fig. l is merely typical. The fixed signals A, although they may be color light, position light, or any suitable type of signal, have been shown conventionally as 2a; three-position semaphore signals, and without attempting to illustrate their well-known structure and control circuits.

Referring to Fig. l, the track rails l of the railroa-d'track are divided by'insulated joints 2 into blocks in the usual way, one block I witli the adjacent ends of two other blocks H and J being shown. Since the parts y and circuits associated with the various blocks are the same, they will bevgiven the same reference characters with distinctive exponents as a matter of convenience. Each of the blocks is provided with a track battery V3, a track relay4, and a line or distant relay 5, the same as in ordinary block signal systems. The line relay 5 of each block is controlled by thejtrack relay of the block neXt in advance. The energizing circuit for the relay 5 of the block I may be readily traced on the drawings, the conventional -designations B and C being used in this and other circuit showings to indicate connections to opposite sides of a battery or other suitable source of electrical energy. i

The track elements or devices of theimpulse communicating means are alike in theirl structure, and each comprises a U-shaped core 6 of soft iron laminations, which is preferably provided with enlarged pole pieces;

land-on the back yoke of this core, is a coil Z which is included in a trac controlled circuit of low resistance, in a manner to be explained later.

To produce the initiatory, danger or knockdown influence, one of the track elements above described, is associated with each block and is located on one side of the center line of the track, with respect to the normal direc- Ation of traffic. In the particular illustration is, it may be at the exit end of the 'next block Vthe corresponding line relay 5, so that if the next block in advance is occupied, said coil 7 is open circuited, whereas, if said next block in advance is not occupied, said coil is included in a closed circuit of low resistance.v In this connection it is understood that in the system under consideration it is contemplated that a train should not be permittedto make a back-up move or in any other way move againstY the normal direction oftraic for which the system'is signaled; for if this were permitted less, than braking distance would be available to an approaching train, 'and the system would be unsafe.

`For the purpose of transmitting the desired resetting, proceed or restoring impulse two track devices, thesame in structure as the knock-down device KD, are disposed in a predetermined relation with respect to each other corresponding to the disposition of the car elements cooperating therewith. These resetting or pick-up track elements, desig` nated PU are in effect a pair of the initiatory knock-down devices KD, which are connected v together in a cooperative relation to produce the desired resetting iniuence. As shown,

ioo

theV track elements PU are located directly i opposite each other on opposite sidesV of the 1.

track, but these elements may be staggered lengthwise' of the trackdepending upon the disposition of the car elements, the preferred. arrangements being that in which the two car elements on opposite' sides of the locomotive will pass simultaneously over the two pick-up elements-PU. 'Ihe pick-up elements PU are located at the exit end of the-block, and are controlled by the track relay of the block next in advance. Additional pairs of pick-up elements PU, controlled in the same way may be disposed at intermediate points in the block to provide forintermediate release. In each case, the pick-up elements PU -aie located so that they will be passed before the train enters the block controlling them. Also, `in advance of each of one or more pick-up elements, there must be a knoclr- Y down element KD, in Vorder to assure initiating or starting the operation of the train control mechanism again, after being once reset, ifthere are danger conditions in the next block in advance ofthe one the train is about to enter.

l/Vhen clear conditions in the controlling.

iio

i rv.elements PU i 4 track element.

i y may be traced elements, PUv at y y y .being as follows z-comme'ncing "atcoil 7 `of' lthe upper element PU in Figl, wire9., arma-4 '18,17 axially e l connected in series under .clear tions, and are Aindividually 'connected `in blockA-exishand it isfproper to cause an automatic reset, the coils "7 of the pick-,up :track *.are'; connected yin series in a closed circuit, thisk circuitin the case ofthe they-.entrance to the block I ance when.` the corresponding control block .is occupied, this circuitfin the case of block l being traced as ollowsz-u-comniencing vat coil 7 of 'the upperftraclr element, wire v9, armature 10 `and its back contact, wires 16, 17 and 15 'backto the samecoil., Por the coil vof vthe ,other tracl;v element Vthe closed circuit commencing at said coil, wire 13, armature 12, and its baclr contact,vwires Thus, the pick-udp circuit ofjlow resistanceruiider dangerous traliic conditions; In this connection atten-` tionis'directed to tlieitact that there is little tendency for current to'flow through the two coils 7 of the .track wayidevices PUin series whenthe nextv and close-circuited when said bloclr is clear;v

when they are'fboth short-circuited by the back contacts'l() and12of track relay 4, and thepick-up relayPR will not respond to the small amount of current-that may-be caused Yto low in the second oli-these coils 7 during the vpassage ofthe train/containing saidzrelay PR. ln other words, the coils 7 of the traclr way'device PUareetlectively short-circuited From the foregoing explanation,

seenthat the `knock-down track element-.KD

it can be 'at the entranceto any block is openfcircuited block in advance is occupied,

and that the pick-uptracl; elements PU at .thepexit end of each block rare.,connected in a series circuitr .whenithe 'next block inad vance is clear, and arey disconnected-'from nach other andindividually connected in a closedncircuit of low. resistance when said Vnext block in advance vis occupied.

Car equipment-In-Fig. 2 of the drawings have vbeen illustrated diagrammatically the carfapparatus and circuits o'i the present :invention. In this arrangement, three :two-- wire bus bars, or bus circuits, are provided.

v These bus circuits may conveniently be called 'the primar-y bus fp, the secondary'bussv and the reset bus r.

Two identical ,car elements,

i one located on the right side whenfacing to ward ,theA pilot'end of the vehicle andf desigfnated R, and. the other' located 'on the Y other side of the vehi leand 4 vided. Each oithesecarelements,comprises designated L .are protrack elements PU are.

traffic condiinFigx may be traced as follows :,-ibeginning at .the

3.9.spring linger 40 of malte-y 41, wire 42, windingoifV before-break contact y train .control'device K, wiresv 43 and 44,'prie a U-shaped core 2O of aihghfgrade "transV former iron,

in enlarged pole pieces 21. Anauto'inatic double ,throw reversing yswitch or ycircuit conf whichr has .aprimar-y coilPxon i i oner leg and .a secondary coil vS, onthe other, the legs of these elements being terminated troller is provided which willfconnectthe j primary coil' P o the car element R tothe primary bus fp, :connect the secondaryrol S of the element R tothe secondary bliss, and Ywill connect the coils and yS of the car element L in yser-iesto .the reset bus o, when the locomotivejis runningpilot ahead,iand

will rever'sethese velements in the respective circuits when the Y. locomotive is running tender ahead.

.This l double-throw lcircuitv controller ,com-1- p'rises a long .operating rod 22 having con# nected thereto but insulated therefroinxmovf 'able switch blades` 23, 24, 25, 26,k 27,28329' and 30, and havin-g. one end connected to ,la

collar or ring `31floosely inoiintedon an laXle e 3,2 of the locomotive Aor other vehicle',4 and haringen Operating arm 33. extending" 'there-L from to which `the operating rod 22 is pivf' etal-ly fastened.. The inside circumference of ther-ing is provided with a notch in which isl contained a'fbralre-.shoe' 34r .which lis. held againstthe axle 32 y.by a compression coil.

spring 35. On each side of the operating arm is provided a stop pin to ,1i-mit its niovementL in each direction. Asl the vehicle is moving toward the right, the axle turns the arinito position shown againstthestop 3,6.;and

as the direction of movement or the vehicle.

is changed, the ,arm is automatically shifted to the other position `afg-aillt the other stop pinl 37.

The control. devices on theveliicle adapted to be actuated by the car elements R 'andln comprise a main control relay D, whichis constructed especially for .the purpose for which it is to be used, and is preferably well balanced and supported in a manner sc that it isnot affected by jars and vibration;` a

:L99 i l repeater relay "RR ,and a'pick-.up relayPB f whichv are similarly constructed, and a train control device K which may controly the train. 'y

in any vsuitable .manner gbut preferably comprises a device which allows a certain Ipermissive speed dependiiig on the .control underwhich the train is at vthe time, the position Y of the train in the block, and thellilre. f,

Under normal conditions,fas illustrated, primary coil P of tliecar element ontheright side ofthe vehicle facing in the direction` voli movement, that is, of the element R as shown 2, isenergized through a circuit which battery 33, wire inaryQbus fn, wire 45, blade 25,'Wire 46',- pv imary ;coil P, wire 47, .blade Y26,'vvire 43pm; i

mary.bus p, wire 49 back tothe battery` Y isc,"

The energization of the primary Vcoil P The current produced in the pick-up car, circuit just traced due to a change lof fluxv through the circuit just traced sets up a magneto-motive-force in the core 2O of the element which tends to send flux: thr ugh the core and secondary coil S. On account of the reluctance of the large air gap between the pole pieces 21, very little flux passes through the secondary coil S. This magneto-motiveforce is essential in the transmission of control influences, as will appear hereinafter; and in order to check the presence of current to produce this M. M. F., the normally energized train control device l has been connected in series therewith, so that failure of the circuit 'or a depletion of the battery to an extent to make the device unsafe, because of insufficient M. M. F., will cause the devic K to dr-op to its deenergized position and thereby control the train in the same manner as if a knock-down control influence has been transmitted.

The repeater relay -RR, which controls the primary circuit just traced, is normally energized through the following circuit :-be

Yginning atthe battery 50, wires 5l and 52,

movable Contact 53 of control relay D, front contact 54, wire 55, Winding of repeater relay RR, wires 56 and 57 back to battery 50.

This latter circuit is controlled by the con- Vtrol relay D, which is normally energized by the following circuit :-beginning at the battery 50, wires 5l and 52, movable contact 53, front ycontact 58, wires 59 and 50, winding of the control relay D, wire 6l, secondary bus .1, wire 62, blade 23, wire 63,' secondary coil S, wire `64, blade 24, wire 55, secondary bus s, wire 57 back to the battery 50.

The battery is connected in the energizing circuit of the control relay D, so that the M. M. F. produced by the secondary coil S and the primary coil are cumulative. he M. M. l". producedby the secondary coil is, however, very small as compared to that produced by the primary coil, and is only incidental, in that, the current producing it is necessary to maintain the control relay energized.

The picl-up relay PR is connected in a circuit including` the primary coil l) and the secondary coil S of ing in the direction of movement, namely, the

Y element L as illustrated in Fig. 2. lihen the primary and secondary coils are connected in series for pick-up purposes, they areA so connected that a change of flux through the core ofthe car element will set up voltages in the circuit which are cumulative. This pick-up lcar circuit may be traced as follows beginning at the Winding of the pickuprelay PR, wire 6G, resetbus 1, wire 67, blade 27, wire 68, primary coil l), wire 69, blade 28, wire 70, blade 29, wire 7l, secondary coil S, wire 72, blade 80, kwire 7 3, reset bus r, wire 74 back to the winding of the pick-up relay PR.

mature permanently,

the lefthand element fac-V through the car element L under conditions as illustrated in F ig. 2, Icauses the pick-up relay PR to attract its armature, thereby closing its front contacts andcompleting an auxiliary. energizing or pick-up circuit for the main control relay D, which circuit may be traced as follows from the battery 50, Wires 5l and 77, front Contact and'movable contact 7 6 of the pick-up relay PR, Wires 75 and 60, winding of the main control relay D, wires 6l and 62, blade 23, wire 63, secondary coil SV of the car element R, wire 6, blade 24, and wires 65 and 5.7 to the battery 50.

pemtomdrlssuming that a railway vehicle equipped with the apparatus in its normal conditionas illustrated in Fig. 2 is moving along the track as illustrated in F ig. l, .and that it is passing over a track element KD in its open circuited condition. As the car element R moves over the track element KD, the reluctance through the core 20 of the car element Will be momentarilyY reduced, thus causing a sudden increase of flux through the secondary coil S, vpartly due to diversion of flux from leakage paths, and partly due to an increase of the total flux through the primary coil, and then a its normal value. This change of flux gen# crates in the secondary coil S of the element lt a single cycle of E. M. F. similar to that of an alternating current. The first wave of this cycle of E. M. F., being due to an increase of flux, will by well-known principles of alternating current, be in a direction to oppose the voltage producing it and therefore Will be opposed to the voltage of the-.bat-

tery 50, thus reducing the current through the winding of the main control relay D momentarily, thereby causing it to drop its arbecause its energizing circuit is interrupted by Vits front contact 58.v rlfhe deenergization of the control relay D opens the energized circuit for the repeater relay RR, whi ch in turn interrupts the circuit through the train control device K. The deenergization of the train control device K will ini iate suitable apparatus to control the speed of the train in any suitable manner, as Y heretofore explained.

lt should be notedthat the deenergization of the repeater relay does not interrupt the circuit through theprimary coil P, which is 'in series with thetrain control device K when this train control device is deenergized.

This is because tlie primary or exciting circuit is made through the bach Contact 78V of the m'ake-before-break contact @il and the wire 79 beforerit is interrupted through the front contact l0 of said malte-before-brealr Contact. Further, the primary coillD is magnetized by a much larger currentwhen the control relay is deenergized than otherwise, thisbeing due to the omission of the resistigzmsgaoe v ance ot the Winding vof vthe train control device K in this exciting circuit.v `Thisifeature is very desirable, because the induction ofcurrent in the pick-upcircuitis to valarge extent proportional to theM.- M. F. 'caused byk y the lprimai'ycoil l?, and therefore it is desirable'to employ afhi'gh 1F. for pick-up purposes, this being automatically accom-y plished by the dropping of the' control relay -'D,'at the time a pickup impulseis required.

l Assuming now that the train isproceed-v ing through the block, limited in its travel bythe control ofi-the train. control devicef'K,

and asit reaches the end of the block it passes over thevpick-up 'track elements PUconnected in series, that is ,fin their clear or pick up condition. AArs thercar element R passes over Y Vthepickup element PU, the primary (co-il P causes a sudden Vincrease, ci iiuxpin .the track elementfPU.v `This fluxY immediately de-y on the-left sideof thej'vehicle when racing yin they direction of movement, when in cooperativerelation with the .car element L, thus inducing acurient inthe pick-upI relay PR, whichivill vcause'its armature to lbe at- .rt-racted, therebyclosing the auxiliary pick-up :circuit licor the --inai-n controlv relay, p thereby vcausing it to bevagainenergized thro-ugh the kstick circuitiheretoiorey traced.

Assume now that arailway vehicle provid# ed with the apparatusillustrated Yinlig. 2

' in its normal v 'conditiony is passing over a {knock-'down track element KD vhaving its coil closed in a circuitof lowfresistanc'e, asillustrated inFig 1.- Under these conditions, no knock-down control influence will be transmittedto'thecontrol'y relay D. This is 'bei lieved to loe due to the fact that a rapid `change of fluxthrough the track element KD is prevented byjitsl coil being closed 'in a circuit Tof low'resistance, thisfcoil acting as a bucking coil tending to prevent a changeof flux there- 'through'.f"v Gr in. otherV Words, as soon as a slight increase of flux Atakesplace, a currentY Will be set up in the'vvinding of the track element which, Well-'known principles of inf duction, is ina direction to iO'ppfo-se the mage neto-motive-orce producing Since; av

rapid change of fluxjisnot permitted by the track element vKD, vno, appreciable 'voltage Will be generated inthe secondarycoil S of the car element R, thus allowing the control yreliayD to remainenergized.

'- Assume novv that the vehicle equipped With the apparatus illustrated in Fig. 2 has :been t Vturnedvend tor end, and is running tender iirstffrom left to right on'thetrackway illus;

tra-ted in Fig. l. rUnderthese conditions,.the varm 33 will be reversed', thereby movingle'ach of the .switch blades to vthe dotted position, as

illustrated, thereby. connecting the car ele# ment L which is iioW on the rightside .ofthe 80. blade 2f?, Wire '68, primary coil l?, `Wire bil-ade Y28, Wire 8l hackto'the primary bus 20., and connecting its secondary coil S toi-the secondary bus .8, which maybe 'traced by the following partial' circuit :-'-beginning at the secondary bus s', Wire 82, blade 29,. Wire Z1',- eecondary coil S, Wire 72, .blade 30, Wirey 83 back to thev secondary bus Vs.` Onthe other hand, lthe car element R Which isr now on the left side oftlie'vehcle ac'ngin they direction Liao l vehicle facing 'in the direction of movement, i v

with its-primary coil P tothe pvrimarybus f pfvvhich partialcircuit maybe traced .as fol- .'lfovvsz-beginning .at the primary `busY p, Wire v of movement will be connected With its pri#r maryV and secondary coils series', to thepick-up .bus rby a partial circuit, which may; be traced as follows beginning at the pick-k` up or reset'bus 1, Wire 84, bladefQBfWirev 63,

secondary coilS, Wire v64, blade 24, Wire y85,*

blade 25, Wire 46,.'primary. coil P, `Wire 47,

blade 26, `Wire .86 back to the reset bus r. I `a train or vehicle, headed in the direction show-n in Fig. '2,'shoul'd reverse itsdirectiony of movement and travel opposite tothe nornial direction .of traic, `the ri-ghtliarid:carl `element R, formerly connected to the 'control relay D, `is shifted'ove-rto the pick-up relay PR While thelei'thand car element L is shift p *edmover from the k,pick-'lip relay tothe main: con-trol relay DLV .I

Referring toFigL 1 and imaginin a trai-n to be movingv opposite to thenorrnal. irection of traffic lindicated 'by the arrow, it" can be seen that the `knock-down trackV element AKD at the entrance to each block, block Ifor'cxample, may be open ci-rcuit'ed and in the active ,stopping condition due to the presenceof a train i-nibl'ock J, and thatthe pick-upele v'ments PU are individually included in ka normallyclosed .circuit of lovv;'resist'ancel The vehicle, traveling opposite j yto V.the normal ldirection Iof traffic, has the coils iris of the left-hand carelement lL which passesA f overl the vknock-down track element KD, included iny seriesin a deenergized cir.- cuit. through the pick-up' relay PR, so that no elitect is produced onY the ycar. 1 Sim-4 ilarly, the car element which is connected Y to the .main control rel-ayv D, V,passes vover that no effect isfproduce'd upon the control yrelay D. fl`lie same analysis applies if the'car shown in Fig. Qivere turned around-,zand should travel with the tender leading and in 'the' normal direction of traffic. In short,no

' the right-hand pick-uphelement PU which' -hasits coilfr' in acirc'uit of low resistance, Vso

ment in the direction governed by said signal,

so that any stretch of single or double track that is properly signalled may he likewise equipped with trackway devices for train VControl purposes. in accordance with this invention, and permit movement of the vehicles over these stretches of trackin either direction and either end ahead, with the proper control influenced in eachV instance.

Inductive communicating apparatus for train control systems have thus been provided, in which car elements ofidentical construction are provided on opposite sides of a vehicle which are used for entirely diier-ent purposes at different times, and which are automatically transferred from performing one function into circuits for performing another unction automatically as the vehicle is changed end for end, that is, running tender iirst instead of pilot iirst, and vice versa. Also, these car elements are in lone instance connected in circuits which operate on the closed circuit principle and in'another instance connected in circuits which operate on the open circuit principle, such circuits in each case heing desirable, in that, the apparatus will always loe on the side of safety, that is, will stop the train when certain circuits fail, and will fail to give a clearing influence when other circuits fail. y While I have described only one specic embodiment of my invention, I desire to have it understood that the specific-embodiment shown and'descriloed is merely illustrative, and does not exhaust the adaptationsrand modification ot means and functions constituting the present invention.

lVhat I claim as new and desire to secure by Letters Patent, is l. In an 'automatic train control system of the type in which control influences are transmitted Jfrom the trackway inductively, traffic controlled influence transmitting means located along the trackway, acar element on one side of the vehicle connected on the closed circuit principle for receiving knock-down iniiuences, a similar car element on the other side of the vehicle connected on when the direction of movement of the vepoint onfthe vehicle, means for restoringy said device located at another point on the vehicle, Yand means for 4interchanging the circuit connections of said two means when the direction oi" movement of the Avehicle is changed.

3. In a train control system, a brake con-V trol device of the type which if initiated will continue to be effective until restored, means forV initiating said device constructed on the normally energized circuit principle including a car element, means'tor restoring said device constructed'on a normally deenergized circuit principle including' a similar car element, and means for interchanging said two elements in said circuits when the direction .of movement of the vehicle is changed. Y y Y 4. Car-carried apparatus for train controlsystems comprising, an exciting winding for .transm-itting` control influences, means for receiving a knock-down influence, means for receiving a restoring influence, said influences -loeing dependent upon the energization of said winding, and means for changing the excitation of said winding in accordance `with whether a knock-down or a restoring intiuence is to he neXttransmitted.

5. Car-carried apparatus for train control systems of the type in which control influences are transmitted inductively comprising. car elements each having independent windings, means Vfor connecting said windings to independent circuits orY connecting them in series in a single ,circuit dependent upon the direction of movement of the vehicle. v

6. In a train control system of the type in which a brake control device if initiated 4will Continue to be effective until restored, trackway means for initiating saiddevice constituting an inert massot iron when in its active condition, and having a winding connected in a circuit of low resistance when in its inactive condition; and another trackway apparatus for restoring said device com-l which it initiated will continue to he eiiective until restored, means for controlling said device comprising, a'car element having a primary coil and a secondary coil, another ar element having coils thereon, and traiiic controlled trackway means for transmitting lio ' yhaving'vvindingsithereon Whiclirare connectl yed in series .inav closed circuit.v

control influences from said primary tosaid secondary coil, and other traflic controlled 'i tra-ck-Way'ineans -fo'rz' transmitting control ini'iuences from ysaid primary lcoil to said another car element.,y 4

f '8. In a'trainy control systemA of the type in Which a brake control deviceisY employed, which if initiated kwill continuel to: he l, effective initilrestore'd, trackwayimeans for inf .itia-tingsaid device constituting aninert mass f ofy iron when mits-.active condition and: havyi-nga Winding connected in a circuitof low aresistancezwhen initsinactive Condition; and

otlier'trackway ine'ans'for restoring said de- "vice comprising twov inert massesy of iron tioned for operation to continue in operationv aunt-il restored, .a source .of electrical 'energy on lthejvehicle, an influence kcommunicating' device on the track; energized from `said ,source -and effective-only .if a controlcircuit therefor'is'closech means oni-thel vehicle responding: toithel influence of 4the trackk device When effective for restoring said lorake control" apparatus,andtrackwaynieaiisfor closing'said l o the combination ofvehicle carried apparatus lcontrol circuit .forthe trackdevice when 'a f' predetermined portion oftrack in .advance thereof is not occupied. ,fj U

' .10. :Inwa'train controls; 'stem, vthe combinav*tion With brake control apparatus'ona've- Vhiclerendered active Whenfde'energized and automatically;restored tothe inactive condition when.energized,"cooperating car-carried receivingineans and -trackivay influence meansA acting Ithrough :an'intervening ,air y gap: hyelectro-,ma'gnetic vindnctioi'i for energizing said apparatusVan energizing circuit :for the' track?. influcncemeans, and car-carried .means including a source ofelectrical energy for supplyingjcurrentto said: control circuit through-.anair gap.v Y y y y;ll. Car-carried apparatus 'for train kconti'olisysteins vcomprising similar car-carried elementsl on `opposite sides of the-vehicle each having two windings, a normally energized circuit land a. normally de'energized f circuit, a *source of current, and automatic means 1dependent upon thejdirection of 'movement of lthe vehicle. for connecting one Winding of one car element to. said source, the other Wind- "ingof that car element inthe normally energized circuit,zand the tivo .windings ofthe other car element lini-series in the normally 'deenergized circuit'. 1

y12.l Carequipment for` train 'control' sys- "tems comprising,` brake' controlv apparatus vactingupon the vregular braking equipment i off the Vehicleand requiring automatic resto- .ration therofaafter eachY operation, 1a normalzmoveinent onthe vehicle and `Which endis rleading., f

' connectii'ig` ly energized circuit adapted to initiatefthe'- f operation of said ap-paratus, a normally de? rvenergized circuit for restoring said Vapparatus, similar car elements on'V opposite 'sides ,ofthe car, and automaticmeans.,dependent ,-7'0 uponthe direction ofrotation of the car axle v for alternately *electricallyl coupling said cart v elements: to said circuits.

13. ln atrain control system, inductive `infin-ence communicating'means .for trans-'23,75

mitting4 initiating and restoring influences comprising, elements yalong one side .ofthe track and alctivewhen a control circuit there- Y`for, is broken forrommunicating the `initiating influences, and elements arranged in pairs 'figo on opposite sides 'of' the .track and effective :only i if a control"v circuit therefor is` closed `for communicating a restoring influence. ,A lll. In a train control system, the combination with initiating track-elements on yone 11:35

side vof Ythe track, restoring track"elements matically in accordance fwith, the directionof y ,c i595 toinatic Atrain vcontrol system,

15. ln an `a Velectrically operable control device upon the freception of'a controlinfluence, and track- `v`15105 Wayapnaratus for-transmitting a control inyfluence from thetransmitting kcar element-t0 'he receiving car element only enecti've under vclear tra'flicconditions ahead.A Y y 1 v16. In atrain control system` for railroads ii-'110 vhai-*ingtracks divided into blocks, anr initiating in'ipulsedevice associated With each block-and effective except when a 'control circuit therefor is closed, and restoring track devices faii'fangedl in pairs on opposite sides j1115 f of the track andfe'ifectivev only if ciiciiit'thereforis closed.. y n n l 17. Trackway apparaL for ,automatic y a control UUS , train ,control systems comprising, a ytrackvvay divided into blockseacli having a track relay, .120

tivo trackwaydevices near the exit end of the c block Y each comprising core vof Y magnetic material having a coil thereon, and meansffor 4 said coilsI in series in a closed circuit when the track relay ofthe next block i in advance 'is energized, and for connecting f veach. of said coils in a circuit of loW resistance when said ,track relay of the nextl block in advance istie-energized. 'l '18. Trackway apparatus for automatic i130 train control systems comprising, a trackway divided into blocks each having the usual track circuit including a track relay, two trackway devices near the exit end of each block each comprising a` core of magnetic material having a coil thereon, means for connecting said coils in series in a closed cirapparatus including a trackway core of magnetic material having a coil thereon closed in a deenergized circuit of low resistance when in its clear trafiic or inactive condition, and means for transmitting a clearing inuence including two coils located along the track# way and connected in series in a closed deenergized circuit under clear trafic conditions ahead, whereby the failure of either of said circuits will not produce a false clear condition oi the car-carri-ed apparatus.

20. Influence communicating means for transmitting influences to a vehicle under clear traffic conditions to permit it to proceed less restricted comprising, a vehicle carried influence receiving coil connected to a normally deenergized electro-responsive device, a normally energized influence transmitting coil, and trackway means iortransmitting a control influence from sai-d infiuence transmitting` coil to said influence receiving Vcoil including two coils which simultaneously communicate with said influence transmitting coil and said influence receivingcoil, respectively, means for connecting said coils in series in a closed circuit under clear trafic conditions ahead, and a further trackway device acting on said influence transmitting coil to initiate a brake application under unfavorable trafiic conditions ahead.

2l. An automatic train control system comprising, a control relay on a railway vehicle which if energize-d permits the vehicle to move unrestricted and having a stick circuit including a front contact of the relay and having a pick-up circuit, means partly on the vehicle and partlyV along the trackway for momentarily deenergizing said stick circuit including an inert trackway device, an energized vehicle carried inductor having a winding connected in series with said stick circuit and a plurality of normally energized circuits and devices, and means partly on the vehicle and partly along the trackway for momentarily closing said pick-up circuit including said energized vehicle carried inductor, an inert trackway device and a pluditions ahead are clear of danger, and closing rality of normally deenergized circuits and devices. i

22. An automatic train control system comprising, a control relay on a railway vehicle which if energized permits the vehicletow proceed unrestricted and having a stick circuit including a front contact of the relay and a pick-up circuit, means for momentarily deenergizing said stick circuit including an inert trackway device and a vehicle carriedA inductor having a winding connected in series with said stick circuit and a constantly energized winding connected in series with a brake control device, said circuit being so arranged that the opening of any one of these circuits will cause the transmission of' a control influence, and means for momentarily closing said picksup circuit incluing an inert trackway device and a plurality of circuits and devices so constructed that the opening 'of any one of said circuits will make this means ineffective to transmita control in fluence.

23. An automatic train control system for railroads comprising, a normally Venergized control relay which if deenergized restricts Ythe movement of the train and having a stick circuit including a source ofenergy and a front contact of the relay and having a pick-up circuit, car-'carried Vinfluence receivingcoils located differently with respect to the center line of the vehicle for momentarily deenergizing said relay and for momentarily closingV said pick-up circuit respectively, a pair off inert trackway devices each havingllOO a circuit, one of said trackway devices being active only when its circuit is open and adapted to transmit a danger control influence to one of said car-carriedcoils to deenergize said relay, and the other trackway device being only active when its circuit is closed and adapted to transmit a restoring control influence to close said pick-up circuit, and means for interchanging the connections or" said car-carried coils when the direction-V of movement of the vehicle changes.

24h AnY automatic train control system comprising, car-carried apparatus including a car element disposed on one side of the center linerof the vehicle which element is adapted to receive a control influence when passing by a trackway device consisting of an inert mass of iron, but not adapted to 'receive a control influence when passing a similar mass of iron having a coil thereon closed in a circuit of low resistance, trackway devices spaced a similar distance on opposite sides of the center line of the vehicle each of said devices comprising an inert mass of iron having a coil thereon, and meansA :tor closing the coil of one of said trackway devices in a circuit of low resistance or opening said circuit when a vehicle is approaching said devices from one side depending upon whether traffic conv,the coil of the other device in a circuit of lovvA resistance When a vehicle is approaching these devices from the other side, Whereby no convio trol influence can be transmitted when the yvehicle travels against they normal direction of tratic.

25. Trackvvay apparatus for lautomatic train control systems comprising, a trackway divided into blocks by insulatingv joints each block having avtrack circuit including a source of energy and a track relay, means associated With each block' for transmitting circuit, saiddevice being capable of transmitting a proceed influence if vsaid circuit is closed but being incapable of .transmitting a control influence if said circuit is open, and

means governed by said track relays to close the'circuit of said first mentioned trackvvay device if the rst block yin advance of the block With Which .said transmitting means is associated is unoccupied, and for closing a circuit of the second mentioned trackway device if the block with Which said transmitting means is associated is'unoccupied. y Y

26. An automatic train control system comprising, a car-carried element having a normally energized fluX producing Winding and an influence receiving Winding, an elecf tro-pneumatic brake control device connected in series Withsaid'flux producing Winding, and'means for discontinuing the flow of current through Ysaid electro-,pneumatic device Without Vinterrupting the flow of current through said flux producing Winding When an inductive influence is'received `by said iniuence receiving Winding. J

27. An automatic train, control system' comprising, a car-carried element including A a magnetic core having a normally energized,y

fluX producing Winding,v an electro-pneumatic brake controldevice' connected inseries'vvithl said flux producingvvinding, and means foru shunting said electro-pneumatic device when l Y f lnfanl automatic train control system, .vehicle carried' apparatus for controlling the 4movement of a train including a control relayA Y. havingfa stick circuit and apick-upcircuit, an energized inductor located outside the center linev of the vehicle and having a Winding a danger inductive iniiuence isreceived. v

28. In an automatic trainrcontroll system.,`v a vehicle rand a track therefor dividedl into blocks each provided with a normallyclosed track circuit, separate influence devicesassociated With each block and adapted to trans;- init to a passing vehicle vdistinctive 'control' influences, a deenergizedcircuit for the rear influence device of each block controlled separately by the track circuit of that blockand closed When the trackcircuit is unoccupied,

andranother deenergized :circuit for the ad# vance influence device of each block controlled separately bythe trackcircuit of the next block inL advance and closed'lwhenzsaid f nextblock is unoccupied.

l 129. In@ an automaticrtramv control system,

a vehicle and a vtrack rtherefor divided into blocks, automatic train control apparatus on the;A vvehicle,y a stick relay for governing'sai'd apparatus, and separate influence devices associatedrwith each block and' controlled separately bythe track circuit of different blocks for selectively influencing the pick-up and: the stick circuits of' said stick relay, said inuence devices each having acoil closed in la deenergized circuit under clear traffic conditions ahead.

I 30; An automatictraincontrol system for lrailroadsv comprising, a normallyer'iergized control jrelayf which *if deenergized. restricts AWay devices each liavin-gacircuit, one of said trackvvay devices being active only Wheny Vits circuitis open and adapted to transmit dangerinfluences` to deenergize said relay,

and the other trackvvay device being active only when its circuit is closed and adapted to transmita proceed influence to restore said relay, and means for interchanging the Aconnections of said car-carried coils for different directions of movement ofthe vehicle.

31. An automatic train control system of the typerin which distinctivedanger andA .proceed inductive Vinfluences are transmit- Vted from the trackvvay to the vehicle co1n- Y prising, a normally energized stick relay having a stick YcircuitV anda pick-'up circuit, an energized inductor. having a Winding connected'in series With said stick Vcircuit and cooperating Withtrackvvay devices Yto momentarily,fdc-energize said stick circuitunder danger t'railic conditions,.a' normallydeenergized relay having a front contact connected in said pick-up circuit, `*and means for momentarily energizing said last mentioned relay from said energized induct'or under clear traiic conditions.

ioo

connected inseries With said sticky circuit,

a second inductor located outside the-center.

.line of the vehicle and having a Winding con# `neet-ed in series With a device Jfor closingy said Vpick-up circuit, traino controlled tracktvay 1 signature.V

transmitting energy from said energized inductor to said second inductor and momentarily energizing said pick-upcircuit under A clear tratlic conditions, and `means including a member operated when the direction of Y movement of the vehicle is changed for permitting the reception of said influences from said trackway control means ir" the vehicle is turned end for end and is traveling in the normal direction of traiic. t Y

38. An automatic train control system comprising, a vehicle carried stick relay having a stick circuit and a pick-up circuit, a source of energy on the vehicle, and `means for opening the stick circuit of said relay comprising traffic controlled trackway devices and a single energized vehicle carried inductor having a coil connected inseries with said stick circuit, and means for energizing the pick-up circuit of said relay by a device energized from said energized vehicle carried inductor through controlled track- Way devices.A

In testimony Whereof'I hereby ,affix my CHARLES s. BUSHNELL. 

